Logistic platforms and transfer poles: between conformation

and utility C. E. Cotae

Urbanism

LOGISTIC PLATFORMS AND TRANSFER POLES: BETWEEN

CONFORMATION AND UTILITY
Catrinel Elena COTAE
MA student, Ion Mincu University of Architecture and Urbanism,
Bucharest, The Faculty of Urban Planning, MA in Territorial Planning and
Regional Development
e-mail: catrinel.cotae@gmail.com
Abstract. Considering the current trend in sustainable regional
development, transfer nodes and logistic platforms represent an essential
component of the transport systems, while playing an important part in the
distribution of merchandise at a global level and having a binding role in
the current urban and regional system. At the same time, these are relevant
segments for a functional regional economy. Moreover, optimizing the
transport systems for freight distribution, will allow further regional and
territorial development. Any changes implemented in the existing
transport systems will most likely affect the companies that take advantage
of that infrastructure, generating either growth or shrinkage in the local
GDP.
Key words: transportation, freight, distribution, cluster, regional, logistics;

1. Methodology, foreword
This paper proposes a structure with
several levels of analysis. It initially starts
with the description of system components,
following the relationships between them
and ultimately showing the global
implications. The study has the following
pattern: elements relations and
connection between the elements
implications.

starts with the premise that merchandise

mobility is a key factor in economic
development and the main question is
how a functional transport system is able
to influence the local and regional
economy and what regulates that
connection. This study is drawn as a
literature review about freight and its
main components.
2. Economy and transport systems
General economic development is linked
to the transitions of passenger mobility
towards motorized transportation. The
initial stage involves the development of
collective
forms of
transportation
(tramways, buses, etc.) while individual
mobility becomes more affordable. The
economic importance of transport industry

On this initial form, several features are

grafted. The elements are represented
here by transfer poles and logistic
platforms, the relationships between
elements depict internal or external
linkages, whereas the implications are
discussed from a wider political and
governmental point of view. The paper
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Urbanism. Arhitectur. Construcii Vol. 4 Nr. 3 2013

can be assessed from a macroeconomic and

microeconomic point of view.

platforms and the transfer poles. We know

much about logistic platforms, and there is
clue about their influence over the regions
they are developed in. However, there is no
accurate data to sustain certain growth
patterns for areas sustained by those
elements. In that same note, there is scarce
information available for the hypothesis of
freight-developed areas, which are relevant
for balanced polycentric systems.

First of all, at the macroeconomic level (the

importance for the whole economy)
transportation and the mobility it implies is
linked to employment and income within
national economy. Transportation accounts
for between 6 and 12% of GDP. (in
developed countries).
Second of all, at the microeconomic level,
transportation is linked to the producer,
the consumer and the production costs.
Therefore, the importance or specific
transport activities can be determined for
each
economical
sector
(e.g.,
transportation accounts for 4% of the total
cost of production in manufacturing)
(Rodrigue et al., 2006).

Transfer poles are not specifically defined,

being a rather new notion, but they are
functionally present in the making of freight
transport systems.
3. System components
3.1 . Logistics platforms
At the micro-territorial level, the distribution
of merchandise in urban areas is essential to
the lives of the inhabitants of a city and to the
proper development of economic activities.
This mediators complexity is due to the
large sphere of activities involved but also to
the high number of restrictions.

The current paper focuses on microeconomic

aspects, detailing freight distribution systems
(as part of a general transport system),
components and internal processes.
Furthermore, it is implied that the
distribution of merchandise is highly
influenced by infrastructure. Under that
premise, any changes made in the
preexisting transport system will allow
further improvements of the stakeholders (in
this case the companies and corporations)
who gain benefit out of them. In order to
have a fully functional transport system it is
necessary to dimension and organize the
components to sustain the overall flows.

Conceptually, a logistics platform can be

defined as a specialized area with a dedicated
structure (inside the system or independently)
that has elements which facilitate multi- and
intermodal transport. Its composition
includes: storage areas, multifunctional areas,
infrastructure transport terminal mixed
profile areas and dedicated infrastructure
adapted to internal requirements (of
dimensioning and spatial conformity). From a
theoretical point of view, a logistics platform
is an ensemble of components that allow
economic and transport activities, being an
intermediary adjustment mechanism in the
product transfer and transport chain
(McCalla et al., 2001).

The components of transport systems are

roughly the following: terminals (either for
passengers or for freight and adjacent
elements) and specific infrastructures (roads,
highways and ports/airports). We will go
into further study with the freight terminals,
underlining that there are certain categories
that have a higher impact over the
functionality of the system: the logistic

In the context of an economy oriented

towards consumership, nodes and logistics
platforms tend to migrate from production
areas to large urban agglomerations (that
12

Logistic platforms and transfer poles: between conformation

and utility C. E. Cotae

Urbanism
serve as reference points and have a higher
economic role), that are connected to some
strategic communication areas (maritime
and river areas).

terminals, with
adaptations.

both

port

and

rail

Distribution centres represent a third

category of logistics platforms with transfer
pole characteristics. They fulfill three main
logistics functions: deposit or transfer,
adaptation from one transport system to
another and product management, labelling,
assembly, customization etc. All these
activities generate added value to the
processed goods and indirectly generate
development on the long run (Rodrigue and
Notteboom, 2009). The management of the
platforms differs according to the strategies
pursued and the characteristics of the
distribution points.

Location is an essential aspect for the

functionality and configuration of a logistics
platform. The regional context is indirectly
generating further growth potential because
it means laying the bases of the site
articulation mechanisms for the circulation of
economic goods.
3.1.1. Logistics platforms typology and
classification
Five
coordinating
dimensions
are
distinguished at this level: means of
transport (uni-, bi-, trimodal), functionality
(gateway: merchandise access area,
continental harbor, logistics cluster area
and terminal satellite; the specialization
degree indicates an increase in the transited
products added value), dimension,
geoposition (access to an ocean, sea, water,
intraterritorial), and handling and activities
related to the handling of the conveyed
resources, which in turn can generate a
potential of polarization and of developing
logistics poles as generative elements in the
platform network (ESCAP, 2009).

3.1.2.1. Logistics platforms internal

conformation
Logistics platforms are large dimension
ensembles (approx. 30-400 ha), with a 4050% general
percentage of area
occupation. Generally, a multifunctional
storage sequence is added next to the
infrastructure transport section.
This includes, first of all, specialized
storehouses, according to the type of stored
product (dry, liquid, frozen) or to the size of
the enterprises situated downstream
(storehouses that service large or small;
Second of all, they contain polyvalent
storehouses that group varied types of
products and deliver them to the
preliminary distribution points.

3.1.2. Spatial adaptation - internal and

external conformation models
A network of logistics platforms is classified
according
to
localization
premises,
complexity and regional position.

In the same manner a logistics platforms are

organized considering the nature of the
flows pilotage. Dimensioning the plots is
not easy, considering that the profile of
consumption is not steady in time and does
not correspond to a statistical distribution
that has fixed parameters from the start.

As such, a first category of platforms is

related to the maritime area, being generally
referred to as port terminals. These are the
most complex units in the territory and
represent the flow distribution and
reorganization points, permitting the shift
from the naval transport system to the rail or
road one. A second category of logistics
platforms is linked to the intraregional port
areas, and contains a series of composite

That is why several product classifications

have been created, according to their
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Urbanism. Arhitectur. Construcii Vol. 4 Nr. 3 2013

destination and organization in time, to lot

and commercial
use
(promotional
products or for speculative stocks, fresh
products or with a very short marketing
and commercial life cycle, low value
products, products with a stable
consumption profile, products with slow
rotation, season products etc).

Furthermore, in time, a new approach to

spatial distribution of logistics platforms has
been developed. The integrated logistics
centre was conceived to ensure an increased
regional
commercial
and
logistical
productivity (Hesse, 2003). Concurrently, in
the EU member countries a development
policy is necessary and practiced at this level
(e.g. Germany), seeing that the territorial
organization and localization of logistics
platforms can generate regional or local
development.

At the same time, choosing the number of

storage houses or distribution centres
depends on the geographic diffusion of the
distribution points. Practically, in the
internal organization of a dedicated logistics
platform the external organization and
transport chain are taken into account.
Resupplying these points depends on the
distance between the distribution centres
and distribution points (e.g., restocking is
done in less than three hours for dry
products and in one and a half hours for
fresh products).

At the same time, the economic effects of the

platform networks development are tracked,
seeing as they can engage other connected
mechanisms (social, environmental etc).
3.1.3. Effects in the territorial context
In order to identify solutions that lead to
efficient urban freight systems it is necessary
to estimate effects by elaborating a set of
models:
a. models for the delimitation of
logistics areas;
b. models for the placement of the
distribution centres;
c. analytical and simulation models for
the dimensioning of the logistics
centres;
d. models for the optimization of the
transport routes;
e. models for the planning of vehicles;

3.1.2.2. External conformation (networking)

Regarded as networks, logistics platforms
serve the purpose of connecting, organizing
and facilitating the transportation of goods.
Several types of connections exist at this
level, regarding the management of
resources and the intermodality of the
transportation types in the territory
(Rodrigue and Notteboom, 2009).
In the organizational part of platform
networks the relations with the territory
and resources are also put forward. The
elements that comprise the system will
regard areas with heightened access and
distribution potential, the accessibility of
those network elements being a key
factor in their performance.

There are several evaluation models for

new logistics platforms, based on the
volume of traffic in a region (divided into
traffic areas), on the number of
inhabitants, on the number of employees
and on the number of companies that
transport goods, spatially adapted
logistics schemes are identified.

The functionality of a platform network is

strictly related to the regional context. It
tends to work better when positioned at
the intersection of important transport
axes (Roman, 2006).

For a given situation of traffic, with the

help of the developed models, the effects
for each proposed logistics platform
scheme can be assessed (Stet, 2012).
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Logistic platforms and transfer poles: between conformation

and utility C. E. Cotae

Urbanism
The final results of the models must lead
to the estimation of urban congestion, by
knowing the conditions of loading the
road network in each area, and to the
finding of a minimum consumption of
energy by knowing the transport activity
(expressed in vehicles/km).

To that effect it is obvious that logistic

platforms benefit from a well-adjusted
transport system that services a large
range of distribution points. The
platforms are usually resupply points for
distribution points located in the cities.
At the same time, logistic platforms
establish a connection with the transfer
poles, both being intermediary transit
points in the commodities shipping
process.

The set of development models will permit

simulating the effects of applying the
different
control
instruments
and
modifying the adopted solutions in
developing the logistics infrastructure.
Based on the synthesized assessment
reports conclusions can be drawn
regarding the appropriate logistics scheme
for each urban area, the use of different
categories of vehicles according to the field
of activity, the restrictions imposed on
categories of vehicles in each area, and the
situation of transportation according to the
fields of activity (in time intervals).

These logistics areas are intermediary

transfer terminals in which the dominant
activities
are
connected
with
transportation and pre-packaging. The
platforms are usually endowed with a
number of facilities that help the course
of the internal management of the
logistical activities.
4. Transfer poles
Transfer poles are reference elements in
the territorial context. They serve the in
the process of quantity transformation of
products that come from outside the sales
areas (in large packages), in distributable
products by using low volume means of
transport. Their importance in context is
represented by
the existence of
permanent
transit,
being
the
headquarters for distributors.

Large commodity platforms situated on the

outskirts of cities impact urban traffic when
they are connected to smaller, urban
terminals.
Urban
terminals decrease
distances travelled by distribution vehicles in
the urban space and, implicitly, in the
already over clogged urban traffic. At the
same time, the UT increase the efficiency of
urban deliveries due to the grouping of
commodities according to destination or
delivery areas. Access restrictions imposed
on vehicles with large capacity in the urban
environment generate a negative impact on
urban traffic by redistributing the load on a
large number of vehicles of relatively small
size (Costescu, 2009).

The transfer poles are characterized by

intense processing and manipulation of
goods. For that matter, these areas are
aggregations of activities connected to the
transit of products: warehousing, storage,
manipulation, etc. At the same time, these
points are supported by different areas that
serve in deposit purposes, by miscellaneous
spaces that contribute to the coordination
and distribution of merchandise, by
customs and control areas.

3.1.4. Conclusion and synthesis

Based on the analysis and a preliminary
highlighting of the main characteristics
logistics platforms have, a conclusion
module can be achieved, which shows
their territorial relevance and the
specialization degree.

Around the transfer poles, several other

activities are present: inlaid production,
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assembly or preliminary assembly areas,

multifunctional spaces with technical and
administrative profile. The advantages of
transfer poles in regional development are
related to human capital and workforce,
both being key indicators in a balanced
economy climate.

high speed train station) in defining a

transfer pole. At the same time, the
connected areas are part of the main
configuration of a transfer pole network;
Transfer poles might be implemented at a
national or even regional scale, being the
key element in regional territorial
development policies.

4.1. Transfer poles typology

As for the internal configuration, transfer
poles are much alike the logistic
platforms, the only difference being
vaguely
related
to
the
activity
management and product volume. For
that reason, it is safe to say that those
elements are multifunctional and bound
to be versatile due to their polyvalent
nature. In any case, the poles contain
areas designated to sustain and to
efficiently develop freight. The most
relevant functional aspects here are:
depositing in open and covered spaces,
logistics services, satellite monitoring of
the
transports,
telecommunications,
services for transport and adjacent
activity areas (offices) (Hesse, 2003).

A preliminary classification of transfer

poles can be done according to their
territory spreading. These points can be
dealt according to the managed quantity
of goods, the facilities and specific
internal organization pattern. To that
effect, two large categories of transfer
areas can be distinguished: national and
supra-national, both being linked to an
endogenous and exogenous orientation of
goods distribution and transport.
Besides this preliminary classification,
there are some logistic areas with
miscellaneous transfer properties. They are
usually company exclusive deposit and
unpacking areas.

4.3. Conclusions and synthesis

Transfer poles are flag elements for the
territory and are being taken into account
only in a larger context or as constituent
part of a more extensive system. The
terminal network and the transport
infrastructure is part of the transfer pole
system. At the same time, the poles are
also determined by spatial conformation
elements (the size of the sites themselves
with the specific economic functionality)
and the adjacent territorial ramifications
(economic clusters, if they exist or other
areas that work in parallel).

4.2. Spatial adaptation - internal and external

conformation models
On a supranational level (international,
continental, regional-European) in the
context of logistical distribution the main
topic is transfer poles. They generally run
on a bigger scale and they handle a greater
volume of merchandise. These elements
are the starting point in the spatial
administrative configuration of the transfer
poles and practically main characteristics of
transfer poles.
The activities and areas determined in the
transfer zone refer to depositing,
adapting and reconfiguring the flow of
goods. The connection with the existing
infrastructure occupies a secondary place
(airport, marine terminal, port, the
vicinity of a motorway, a commercial and

Transfer poles are closely related to the

logistics platforms, because both of them
represent an inflexion point in the
transport and goods distribution process
at the global level.
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Logistic platforms and transfer poles: between conformation

and utility C. E. Cotae

Urbanism
5. Comparative relational study
between logistic platforms and transfer
poles elements.

preliminary
preliminary
packaging etc.

The starting point in analyzing the

relation between logistic platforms and
transfer poles is the means of distribution
in the territory. As such, if a logistics
platform is a distribution point, a transfer
pole is a means to adapt a large
magnitude flow of goods, in order to
further distribute in the territory.

processing,
assembly,

labeling,
primary

The relations established between these

two entities are also tied to a spatial
placement in their relatively regional
vicinity and a correlated institutional
planning. The territorial linking is
achieved through infrastructure. As such,
spatially, the links are less visible, being
mostly revealed through dedicated access
routes
and
direct
communication
between
transport
terminals.
The
existence of areas serviced and assembled
around
systems
composed
from
platforms and poles can suggest a local
development potential.

This logical succession of elements with a

relatively
well determined spatial
conformity serves the purpose of
obtaining a functional global distribution
system, with minimal losses resulting
from transport and the maneuvering of
the goods (this can be one of the main
objectives
in
configuring
transfer
networks and logistic platforms).

The local development potential is

revealed by the existence of sensible
goods assimilation points in the territory
(given that it is assumed that a pole and a
platform can assimilate to a minimum
level for the local economy a sizeable
amount of products to establish a growth
and subsequent clustering potential).

As was mentioned before, it is possible to

understand
logistics
platforms in
correlation with transfer poles if
redistribution at a local level and a
distribution of the flow of goods are
performed.
At the same time, transfer poles serve the
purpose of adapting to consumerist
requirements the flow of goods and
sending it in an optimised manner in the
territory, whereas platforms are areas
specially oriented toward receiving,
organizing,
distributing
and
coordinating. Most often, they work
efficiently because they are laid out
together.

These entities must have a directing role,

given that their existence in a regional
system is a development carrier and
practically furnishes the area with a
positive
character
(regarding
the
potential). At the same time, the existence
of areas whose development implies
engaging economic mechanisms at a
transnational level related to the national
and regional ones is a major advantage
for the local and regional economy.

The clear difference between these two

types of organization is the dimension of
the sorting and redistribution areas;
practically, the activity area in a transfer
pole is not only larger, but, theoretically,
must also be more specialized in
integrated logistics activities such as

In the end, any changes undertaken in the

freight systems might influence the
activity of the companies that take
advantage of them. A highly efficient
transport infrastructure
with
well
dimensioned logistic centres (either
logistic platforms or transfer poles) is
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Urbanism. Arhitectur. Construcii Vol. 4 Nr. 3 2013

bound to increase the accessibility of

goods and hence to reduce the time and
costs of transport. Optimizing the process
of merchandise transport allows further
regional diffusion of products. Even
though the markets have a weighty
impact on how products are distributed,
freight is little dependent on market
scale. For that matter, we distinguish two
likely scenarios:
a. the logistic elements (poles or
platforms)
allows
further
diffusion of goods in the region,
generating
growth
potential
within that area.
b. the logistic elements (poles or
platforms) have no regional
opening whatsoever and the
merchandise is for external
companies only.

The platforms and the poles are intermediate

elements in the transport system, both being
essential economical assets.
The urban logistic perspective opens a new
phase in product distribution, blending the
economic
activities
within
the
transportation system. The main research
question of this paper was: Are transport
systems important for the economy? The
rightful answer is yes, the economic
development relies in various percentages
on mobility of goods and of people.
REFERENCES
Costescu D. (2009), Soluii eficiente pentru
organizarea
sp aiului
logistic
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Buletinul AGIR 4:159-162.
ESCAP (2009), Transport and Communications Bulletin
for Asia and the Pacific, Development of Dry
Ports 78:235-256.
Hesse M. (2003), Land for logistics: locational
dynamics, real estate markets and political
regulation of regional distribution complexes,
Tijdschrift voor Economische en Sociale
Geografie 95(2):162-173.
McCalla R. J., Slack B., Comtoi s C. (2001),
Intermodal freight terminals: locality and
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Notteboom T., Rodrigue J.-P. (2009), Inland
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Rodrigue J.-P., Comtois C., Slack B. (2006), The
Geography of Transport Systems, Routledge
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Roman T. (2006), Logistica n marea distribuie,
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Local growth is generated through sensitive

diffusion of the maneuvered resources in the
territory. However, this hypothesis is limited, because it is a hardly trackable process.
Regional development usually implies
economic, social and territorial factors. For
that reason, it is hard to determine the
overall influence of freight and merchandise
diffusion in the adjacent territory.
5. Final conclusion, acknowledgements
The territorial dimension of logistics and
freight is marked by
numerous
shortcomings. The generic problem is the
urban space limitation, from which many
others derive. The poor management of
time, the extended car fleet and the
delivery mismatches are only a few of
them. A way to address these issues is to
implement new integrated distribution
systems and a coherent network of
logistic platforms or to properly
dimension the existent one.

Received: 2 March 2012 Accepted in final format: 14 March 2012

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